The current Range Rover, the L460, has drawn 43 NHTSA complaints across three model years, about 43 percent of the per-year rate of the L405 it replaced.
Range Rover reliability has been the punchline at every dinner party for two decades. The cabin smells like leather and the warranty smells like a second mortgage. The air suspension drops a corner at the grocery store. The infotainment freezes on the way to the airport.
The dealership service writer knows your kids’ names.
That reputation reflects the L322 and the early L405, both of which generated more federal complaints than the segment could explain.
The Weekly Driver has been pulling the National Highway Traffic Safety Administration complaint database into a structured reliability index covering 1.5 million complaints across the US-market vehicle fleet. The Range Rover model page is one of the most-trafficked entries in the index. The engine-level breakdowns are unavailable anywhere else on the open web.
Key Takeaways
- L460 (2023-2025) has 43 NHTSA complaints across three model years. The L405 generation it replaced generated 334 across ten years. Per-year complaint rate is about 43 percent of what the L405 produced.
- L322 (2003-2012) is where the reputation comes from. 403 complaints, 193 of them transmission-related, including a 127-complaint cluster in the launch year alone.
- The Ingenium 3.0L inline-six is the longitudinal comparison. The same engine carries from the L405 into the L460. Complaint counts by model year run 13, 6, 4 on the L405, then 9, 3, 9 on the L460.
- L405’s signature problem was steering. The supercharged 5.0L V8 and 3.0L V6 generated 250 complaints together, with steering as the largest component category. On the L460 the leading categories are electrical (14) and brakes (13).
- Eighteen recall campaigns have affected 2023+ Range Rovers since 2023, including eight that also cover 2022 model-year vehicles. Four are oil-leak campaigns (three classified by NHTSA as fire-risk, one as road-hazard), two are rearview camera failures, and the most recent (September 2026) is a DC-DC converter failure that can cut drive power on 2020-2024 models. Hardware quality control is the open question.
- Engine choice matters within the L460. The early 2023 V8 (BMW N63 era) generated 11 complaints; the later S68 V8 generated 7. The P400 mild-hybrid I6 is the volume engine and the most stable choice.
- Plan for $1,000 to $1,500 per year in scheduled maintenance after warranty. Extended warranty math works on this SUV in a way it does not on a Lexus or a Toyota.
The Reputation Dates to the L322 and Early L405
The L322, which ran from 2003 to 2012, generated 403 NHTSA complaints across ten model years. The launch was a disaster.
The 2003 model year alone produced 127 complaints, with the BMW-sourced 4.4-liter V8 transmission accounting for the bulk of them. The 2004 model added 91 more.
By the 2009 model year the count was down to 7, and the last three L322 model years drew 16, 23 and 19.
The L405, which replaced it in 2013, looked like a fresh start. It carried supercharged 3.0-liter V6 and 5.0-liter V8 powertrains, an aluminum monocoque chassis, and a clean reset on the BMW-era electrical complexity that had defined the L322.
The L405 went on to generate 334 complaints across ten model years, 200 of them on the 2015, 2016 and 2017 model years.
The L322’s signature problem was the transmission. The L405’s signature problem was the steering rack.
The supercharged 5.0-liter V8 generated 168 complaints with 55 of them steering-related. The supercharged 3.0-liter V6 generated 82 complaints with 29 of them steering.
The 2014 and 2015 model years carried a 58-complaint cluster on one V8 engine code alone, with 44 of the complaints in 2015.
The L460, which launched for 2023, is generating complaints at a meaningfully lower rate. Three model years on the road, 43 complaints filed, and the per-year average is about 14 across the entire model.
The L405 averaged 33 complaints per year. The L322 averaged 40.
The sample is still small. The L460 has not been on the road long enough to surface the late-cycle failure modes that pulled the L405 average up.
Reliability vs the Cross-Shop
The cross-shop set for a 2026 Range Rover at the $115,000 to $135,000 price point includes the Mercedes-Benz GLS, the BMW X7, the Porsche Cayenne, the Cadillac Escalade Premium Luxury, and the Lexus LX 600. The Mercedes-Benz G-Class sits adjacent at higher pricing.
Lexus is the universal benchmark. The LX 600 inherits Toyota Land Cruiser mechanical lineage, runs the same 3.5-liter twin-turbo V6 (V35A-FTS) as the 300-series Land Cruiser, and is built on a body-on-frame chassis that trades on-road refinement for long-term durability.
Lexus reliability ratings consistently lead the luxury-SUV segment. The LX 600 specifically has produced complaint counts well below the L460 trajectory at the equivalent point.
The G-Class is a mixed-record cross-shop. Its mechanical reliability has historically tracked at or above the Range Rover, but the cost of repair when something does go wrong is higher and parts availability is uneven.
The G-Class also has a higher resale floor than the Range Rover. Long-term ownership math favors the G-Class on resale and works against it on initial out-of-pocket.
The Cayenne’s NHTSA complaint volume is close to the L460’s. Across 2019-2025, the current Cayenne generation has accumulated 105 complaints, about 15 a year against the L460’s 14. Porsche’s repair costs are competitive with the Range Rover’s, and the parts network is denser. The Cayenne does not have the air-suspension complaint history that defined the L405.
The Mercedes GLS is the closest cross-shop on reliability profile. Mercedes shares the Range Rover’s pattern of high-feature-content cabins, complex electronics, and air suspension as standard equipment on the relevant trims.
The GLS produces a complaint pattern that resembles the L460 more than it resembles the LX 600.
The BMW X7 runs the heaviest NHTSA complaint volume in this cross-shop set. The current X7 generation has accumulated 293 complaints across 2019-2025, roughly three times the L460’s per-year rate. Service-cost expectation tracks above the Lexus LX. The X7 buyer is choosing driving character and brand identity, not reliability margin.
Range Rover’s place in this set is not at the top and not at the bottom. The L460 is competitive with Mercedes GLS reliability and ahead of the L405 era pattern that defined the segment perception.
The L460 is meaningfully behind the Lexus LX 600 on long-term reliability expectation. A buyer whose top priority is decade-plus durability should cross-shop the Lexus first.
Generation by Generation: NHTSA Complaint Data
| Generation | Years | Total Complaints | Per-Year Average | Engine Count |
|---|---|---|---|---|
| L460 (current) | 2023-2025 | 43 | ~14 | 4 |
| L405 | 2013-2022 | 334 | ~33 | 13 |
| L322 | 2003-2012 | 403 | ~40 | 5 |
| P38a / pre-L322 | 2000-2002 | 46 | ~15 | 2 |
| Federal NHTSA complaint data via the TWD Range Rover reliability index. Complaints as fetched October 8 and 9, 2026. Per-year averages are arithmetic across years on the road and do not normalize for sales volume. |
In the L322 generation, 247 of the 403 complaints are filed against the 4.4-liter V8, and another 81 carry no engine I could decode.
Transmission complaints account for 193 of the generation’s total, followed by engine (50), safety systems (44), electrical (35), and steering (34).
The L405 complaints are spread across thirteen engine codes because JLR ran multiple powertrains in parallel across the L405’s decade on the road.
The 3.0-liter supercharged V6 in its various tunes generated 82 total complaints across model years 2014 through 2019. The 5.0-liter supercharged V8 in its various codes generated 168 total, and the naturally aspirated 5.0 sold for 2013 added 6. The diesel Td6 (which Americans largely cannot buy) added 27. The 2.0-liter PHEV added 5.
The L460 simplified the lineup to four engines, all current at launch or shortly after: the 3.0-liter I6 mild hybrid (P400), the 4.4-liter twin-turbo V8 in an early BMW-sourced N63 derivative (P530, NHTSA code NC10-P8H), the later V8 in a BMW S68 derivative (P530, code NC11-P8S), and the 3.0-liter I6 plug-in hybrid (P550e).
Each carries a clean assignment to its trim and model year range. Complaint normalization is more straightforward than it was for the L405.
L460 (2023-2025): The Current Generation in Detail
| Engine | NHTSA Code | Complaints | By Year (2023 / 2024 / 2025) | Top Component |
|---|---|---|---|---|
| 4.4L twin-turbo V8 (P530, early) | NC10-P8H | 11 | 11 / 0 / 0 | Brakes (6) |
| 4.4L twin-turbo V8 (P530, later S68) | NC11-P8S | 7 | 0 / 4 / 3 | Electrical (4) |
| 3.0L turbocharged I-6 mild hybrid (P400) | AJ120P6H | 21 | 9 / 3 / 9 | Electrical (8) |
| 3.0L turbocharged I-6 PHEV (P550e) | AJ120P6 | 3 | 0 / 3 / 0 | Engine, transmission, fuel system (2 each) |
| Unknown | n/a | 1 | 1 / 0 / 0 | Engine, electrical (1 each) |
| Source: NHTSA complaints as fetched October 8 and 9, 2026, via TWD reliability index. Counts are absolute and not normalized for sales volume. The V8 sells in lower volumes than the I6. |
The 2023 model year V8 used a BMW N63-derived twin-turbo unit (NHTSA code NC10-P8H) and generated 11 complaints in a single model year, with brake-system complaints leading the count at 6. JLR transitioned the V8 to the BMW S68 architecture during 2024 (NHTSA code NC11-P8S). The later V8 has 7 complaints across 2024 and 2025, with a flatter distribution across components. The transition was not announced as a quality response, but the data shows the later unit running cleaner.
Across the L460 lineup, brakes are the most-cited component on the early V8 (6) and second on the volume I6 (6), behind electrical (8). The L405’s signature problem was steering. The L460’s open question is brakes, and the complaint summaries describe a mix of brake-feel issues, brake-system warning lights, and Adaptive Cruise Control intervention behavior that NHTSA classifies under brakes.
None of the brake complaints in the L460 dataset describe brake failure. They describe perception and calibration.
The P400, the engine in the SE I tested, generated 9 complaints in its launch model year (2023), then 3 in 2024 and 9 in 2025.
Counts that small do not show a trend in either direction.
Seven days behind the wheel produced no mechanical concerns. The friction was Pivi Pro and the ADAS calibration, both software and not engine.
The P400 Inline-Six in the L405 and the L460
JLR introduced the Ingenium 3.0-liter inline-six with 395 horsepower to the L405 in 2020 and carried it into the L460 in 2023.
It is the same engine family with the same output and identical mechanical architecture, coded AJ120P6 in the L405 and AJ120P6H in the L460. The two generations share the engine but not the chassis, transmission packaging, or interior electronics.
| Generation | 2020 | 2021 | 2022 | 2023 | 2024 | 2025 |
|---|---|---|---|---|---|---|
| L405 (P400 AJ120P6) | 13 | 6 | 4 | n/a | n/a | n/a |
| L460 (P400 AJ120P6H) | n/a | n/a | n/a | 9 | 3 | 9 |
| Source: NHTSA complaints, same engine family across both chassis. |
The L405 launch year for the engine was 2020 (13 complaints) and the L460 launch year for the engine was 2023 (9 complaints). The L405 count fell in each of the next two model years. The L460 count fell to 3 in 2024 and rose to 9 in 2025.
The engine has drawn 23 complaints on the L405 and 21 on the L460.
For a buyer trying to decide between a used 2021 P400 and a new 2026 P400, the engine itself is the same machine.
The L460 packages it in a more refined chassis with better software. Both chassis have moved past their launch-year complaint clusters.
What Owners Actually Complain About
NHTSA complaints carry a component classification, and the component split reveals what owners are filing rather than what the marketing claims address.
The L322 complaint profile is dominated by transmission. 147 of the 247 complaints on the 4.4-liter V8 are transmission-related, and the remainder distribute across steering (27), engine (24), electrical (21), suspension (21), safety systems (16), cooling (15), and brakes (13).
This is the era of the BMW-sourced powertrain and the long-running 4.4 Jaguar V8 that succeeded it. Transmission shudder, harsh shifts, and complete transmission failures define the cluster.
The L405’s supercharged V6 and V8 generate dense steering-component clusters. Steering accounts for 55 of 168 complaints on the supercharged V8, and 29 of 82 on the supercharged V6.
Suspension comes second on most engines, electrical third, body and engine fourth. The L405 was the generation where air suspension matured into a known-failure category, and the complaint pattern reflects it.
The L460’s complaints are led by electrical (14) and brakes (13). The P400 inline-six’s largest component category is electrical (8 complaints out of 21 total), with brakes at 6. The early V8’s largest is brakes (6 out of 11).
Suspension complaints are smaller across the lineup. The air suspension hardware has matured.
The brake-complaint summaries on the L460 are not failure stories. They describe sensitivity to wear on the performance brake hardware, warning-light behavior, and integration with Adaptive Cruise Control intervention. JLR’s response pattern on these has been TSB-driven software calibrations rather than hardware recalls.
None of that is a clean bill of health. It is a different complaint profile from the prior two generations, with the failure surface area moved from transmission (L322) to steering (L405) to electrical and brake complaints (L460).
A buyer evaluating long-term reliability should weight current-generation failure categories more heavily than prior-generation reputation.
Recalls: 18 Campaigns Since 2023
Eighteen unique recall campaigns have affected 2023+ Range Rovers since launch; eight of those campaigns also cover 2022 model-year vehicles.
| Campaign | Date | Component | Issue (Summary) |
|---|---|---|---|
| 26V599 | Sep 2026 | DC-DC converter | Expands 26V248 on 2020-2024 models and adds a start-up software error. Loss of 12-volt charging and drive power. Software remedy pending. |
| 26V389 | Jun 2026 | Driver air bag | Clockspring connector may corrode on 2022-2026 models. Air bag may not deploy as intended. |
| 26V297 | May 2026 | Seat belt warning | Audible seat belt chime may not sound on 2026 models. Dealers replace the audio amplifier. |
| 26V248 | Apr 2026 | DC-DC converter | Converter can overload on 2020-2024 mild hybrids. Loss of drive power and exterior lighting. |
| 26V097 | Feb 2026 | Sunroof trim | Panoramic sunroof side trim may detach. Road-hazard risk. |
| 25V155 | Mar 2025 | Seat belt buckle | 2nd-row center buckle may not latch on 2025 models. |
| 24V947 | Dec 2024 | Rearview camera | Water ingress causes camera image to fail or distort on 2022-2023 models. |
| 24V678 | Sep 2024 | Rearview camera | Near Field Sensing Module overheat disables camera display on 2024 models. |
| 24V450 | Jun 2024 | Oil filter housing | Filter housing can crack and leak oil. Fire risk. |
| 24V380 | May 2024 | Clutch / transmission | Transmission oil pressure drop can shift clutch to neutral. Loss of drive. |
| 23V872 | Dec 2023 | Body bonding | Body panels not bonded properly. Structural integrity risk. |
| 23V790 | Nov 2023 | Oil cooler hoses | Engine-mounted oil cooler hoses may not be secured. Oil leak risk. |
| 23V568 | Aug 2023 | High-voltage battery | Battery bolt may not be secured on a plug-in hybrid. Fire risk (single vehicle). |
| 23V394 | Jun 2023 | Taillights | Rear taillight link may be damaged, lights fail to illuminate. |
| 23V324 | May 2023 | Armrest latch | 2nd-row armrest storage compartment latch may fail. |
| 23V252 | Apr 2023 | 2nd-row seat frame | Insufficiently welded left seat frame on 7-seat configuration. |
| 23V222 | Mar 2023 | Turbo oil drain | Gasket on turbo oil drain pipe may be missing. Fire risk (single vehicle). |
| 23V044 | Feb 2023 | Cam carrier oil channel | Engine cam carrier oil channel blocked. Oil leak and fire risk. |
| Federal NHTSA recall data, 2023 to September 2026. Some campaigns affect multiple Land Rover models; only L460 Range Rover applicability shown. Source: NHTSA Recalls API. |
Four of the 18 are oil-leak campaigns: 23V044 (cam carrier), 23V222 (turbo oil drain, single vehicle), 23V790 (oil cooler hoses), and 24V450 (oil filter housing crack). NHTSA classifies three (23V044, 23V222, 24V450) as fire-risk and 23V790 as a road-hazard recall. The pattern is hardware assembly and supplier quality, not engine architecture.
Each campaign carries a dealer-replacement remedy and the affected fleet sizes are not catastrophic. Four oil-leak campaigns in 17 months is a quality-control story JLR has not adequately addressed in any of their public communications.
Two campaigns are rearview camera failures. 24V947 covers 2022-2023 vehicles for water entering the camera housing. 24V678 covers 2024 vehicles where the Near Field Sensing Module overheats and disables the display. The functional impact is the same in both cases.
The camera is not optional equipment on a 2026 Range Rover. It is the primary visual reference for rear maneuvering on a vehicle of this size, and both campaigns describe complete display failure.
The remaining campaigns cover body-panel bonding (23V872, structural integrity), clutch oil pressure (24V380, loss of drive), seat-frame welding (23V252, 7-seat configuration), armrest latch (23V324, low severity), taillight wiring (23V394), a second-row seat belt buckle on 2025 models (25V155), the panoramic sunroof trim (26V097), a seat belt warning chime on 2026 models (26V297), a driver air bag connector that can corrode (26V389), and a high-voltage battery bolt on one plug-in hybrid (23V568).
The two DC-DC converter campaigns reach the mild-hybrid engines, the P400 among them. 26V248 (April 2026) and its expansion 26V599 (September 2026) cover 2020-2024 Range Rovers, where a converter failure stops 12-volt charging and can end in a complete loss of drive power and exterior lighting. The remedy is a software update that was not yet available when NHTSA posted 26V599, and interim owner letters are scheduled for November 13, 2026.
The optimistic read is that 18 campaigns across four model years on a complex vehicle, all but the DC-DC converter fix available at the dealer, is not far from segment norms.
The pessimistic read is that the recall pattern surfaces hardware quality-control issues that the complaint database does not fully capture. Four oil-leak campaigns is a category weighted differently than a taillight wiring complaint.
For the buyer, the recall list belongs in the spreadsheet next to the maintenance schedule, not on the dinner-party joke shelf.
Warranty and Ownership Cost Framing
The Range Rover warranty is the standard JLR coverage: 4 years or 50,000 miles bumper-to-bumper, plus 4 years or 50,000 miles powertrain. Service intervals on the 2026 SE SWB run 24 months or roughly 21,000 miles per the build sheet on the SE I tested.
JLR offers extended warranty plans that lengthen coverage to 6, 7, or 8 years total, with mileage caps and deductibles.
On a Toyota Land Cruiser or Lexus LX 600, the extended warranty rarely earns its premium. The failure rate of major components is low and the service network is dense.
The owner who skips the extended warranty saves the premium with high confidence that the savings will not be erased by a single repair.
On a Range Rover, the complexity of the air suspension, the electrical architecture, the turbocharged engines, and the infotainment electronics produces a failure-rate distribution where a single major repair past the factory warranty often exceeds the extended-warranty premium by a meaningful margin.
JLR’s extended plan covers air suspension components, infotainment, electronics, and powertrain. The math favors the owner who keeps the SUV more than five years.
The buyer who plans to lease for three years has the simplest equation. Reliability is JLR’s problem under warranty; the factory coverage runs through the full lease term, and the lease return resets the relationship. For this buyer, complaint counts and recall campaigns are background noise.
The buyer who plans to keep five to seven years should budget approximately $1,000 to $1,500 per year in scheduled maintenance once warranty expires, plus a contingency reserve of $3,000 to $5,000 for unscheduled repair.
Extended warranty is strongly recommended. The L460 complaint trajectory suggests the buy is reasonable on data.
The buyer who plans to keep ten years or longer should cross-shop the Lexus LX 600 seriously before committing to the Range Rover.
The L460 data is too fresh to project that far out. The segment’s historical pattern is that decade-plus Range Rover ownership trends toward the kind of repair-bill stories that built the reputation in the first place.
Verdict: Three Buyer Profiles
Three-year leaser. Reliability concern is largely structural. Factory warranty covers the lease term, the air suspension is JLR’s problem, and the lease return resets the relationship. The L460 complaint trajectory says buy without reservation on reliability grounds.
Five to seven year owner. Extended warranty strongly recommended. Budget $1,000 to $1,500 per year in scheduled maintenance plus $3,000 to $5,000 contingency for the post-warranty window.
The P400 inline-six is the more durable engine choice in the current lineup. The later S68 V8 is acceptable but newer. The L460 data trajectory says the buy is reasonable.
Ten-plus year owner. Cross-shop the Lexus LX 600 before committing. The L460 dataset is too young to project that far, and the segment’s historical pattern argues for the more conservative powertrain. A 2026 Range Rover is a reasonable ten-year buy; an LX 600 is a more conservative one.
Across all three profiles, the recall list belongs in the maintenance schedule rather than the joke folder. The four oil-leak-related campaigns are the ones to verify dealer-completion on at any used buy, and the rearview camera campaigns are the ones to test on any test drive.
Bottom Line
The L460 generates about 43 percent of the per-year complaint rate the L405 produced, and the P400 engine carried across both chassis has drawn 23 complaints on the L405 and 21 on the L460.
The reputation is real but it belongs to the L322 and the early L405. The current Range Rover is not that SUV.
Eighteen recall campaigns across four model years is the open quality-control story, with four oil-leak campaigns the most consequential cluster.
Hardware assembly remains an area where JLR has work to do. The rearview camera failures matter to a buyer who depends on the surround-camera suite for daily maneuvering.
Buy the SE SWB P400 if you lease for three years or keep for five to seven years with extended warranty in hand. Cross-shop the Lexus LX 600 if your ownership horizon runs past ten years.
Skip the early 2023 V8 in the used market. The later S68 V8 is the cleaner data point. The Range Rover is a more reliable SUV in 2026 than it has ever been. It is not yet a Lexus.
Frequently Asked Questions
Is the 2026 Range Rover reliable?
The current-generation L460 (2023-2025) has 43 NHTSA complaints across three model years, a per-year rate about 43 percent of what the L405 generation produced over its decade on the road.
The L460 trajectory is meaningfully better than the model’s historical reputation suggests. The P400 engine common to both generations has drawn 21 complaints on the L460’s three model years. Sample sizes mature over time, but early-life data supports the buy.
What is the most reliable Range Rover engine?
In the L460 lineup, the 3.0L turbocharged inline-six mild hybrid (P400) is the volume engine with 21 complaints across three model years: 9 in 2023, 3 in 2024 and 9 in 2025. A dedicated P400 versus P530 comparison covers powertrain trade-offs in detail.
The later BMW S68-derived 4.4L twin-turbo V8 has 7 complaints across 2024-2025 and runs cleaner than the early 2023 V8 with the BMW N63-derived unit. The plug-in P550e has a 3-complaint dataset too small to draw firm conclusions.
Are Range Rovers expensive to maintain?
Plan for $1,000 to $1,500 per year in scheduled maintenance once the 4-year, 50,000-mile factory warranty expires, plus a contingency reserve of $3,000 to $5,000 for unscheduled repair across the five-to-seven year ownership window. Major service intervals are 24 months or roughly 21,000 miles per the JLR maintenance schedule. Extended warranty is recommended for owners keeping the SUV past four years.
How long do Range Rovers last?
A well-maintained Range Rover commonly runs 150,000 miles, and outliers reach 200,000 with disciplined maintenance.
The complexity of the air suspension, electrical systems, and turbocharged engines means maintenance adherence matters more than on a body-on-frame competitor. A neglected Range Rover hits its first major repair early. A maintained one outlasts the warranty by a comfortable margin.
Is the new Range Rover better than the older ones for reliability?
Per the NHTSA complaint trajectory, yes. The L460 drew 43 complaints on its first three model years against 117 on the L405’s first three, and the L405 itself was an improvement over the L322’s launch-year transmission-failure cluster. The component split has shifted from transmission (L322) to steering (L405) to electrical and brake complaints (L460), and each generation has cleaned up the prior generation’s signature problem.
What is the worst year for Range Rover reliability?
Within the L322 generation, the 2003 model year produced 127 complaints in its launch year alone, with the BMW-sourced 4.4-liter V8 transmission accounting for the bulk.
Within the L405, the 2015 and 2016 model years drew 67 and 71 complaints, 44 of the 2015 total on the 5.0-liter supercharged V8, with steering as the dominant component category. The L460 launch year (2023) drew 11 complaints on the V8 and 9 on the I6, and both engines were lower in 2024.
Are Range Rover air suspension failures still common?
Air suspension complaints defined the L322 and the early L405 reliability narrative. Hardware has been revised across both generations, and the L460 has a meaningfully smaller suspension-related complaint footprint in the federal data. The P400 inline-six in the L460 has zero suspension complaints in the current dataset. The early V8 has 2. Owners reporting air suspension failures today are predominantly L322 and early L405 vehicles.
Should I buy a used Range Rover or a new one?
A used 2023+ L460 is a strong used proposition, particularly with manufacturer Certified Pre-Owned warranty extension. The L405 (2013-2022) is past factory warranty for most model years and inherits the higher-complaint pattern that defined the generation.
A new 2026 Range Rover benefits from full factory warranty coverage on a complex SUV. The extended-warranty math works in the buyer’s favor.
Does the Range Rover have a reliability rating from Consumer Reports?
Consumer Reports has historically rated Range Rover reliability below segment average, with methodology based on owner-survey data.
NHTSA complaint counts are a separate dataset that captures different problems. The federal data is mandatory reporting on safety-related issues, while CR’s survey captures the breadth of owner-reported reliability concerns.
The TWD reliability index uses the federal NHTSA dataset. Engine-level and year-level breakdowns the CR rating does not surface are available there.
Where can I see Range Rover reliability data by engine and year?
The Weekly Driver’s Range Rover reliability index presents NHTSA complaint counts by engine code, model year, and component category. Cross-links to the L460, L405, and L322 generation-specific pages let a buyer compare a specific used-market candidate against the broader dataset. The full reliability index covers 1.5 million federal complaints across the US-market fleet at theweeklydriver.com/reliability.
The current-generation Range Rover observations here were informed by a 2026 Range Rover SE SWB P400 press fleet vehicle. The manufacturer provided the vehicle for this review with a full tank of gas. Federal NHTSA complaint and recall data is sourced from the National Highway Traffic Safety Administration via The Weekly Driver’s reliability tooling. Full data available at JLR’s official Range Rover page and the TWD Range Rover reliability index.
Michael Kahn
Michael Kahn is the writer, photographer, and publisher behind The Weekly Driver. He cares about how cars drive and what they're like to own. He covers automobile industry news, car shows and events, and new car reviews. The reviews come from behind the wheel: day trips that favor back routes, treating a good meal as half the reason to go. He directs and produces the visual media, matching each car to a setting and mood that fit it. When he's not reviewing new cars, Michael races paddleboards, camels, and ostriches, along with the occasional exotic car on the racetrack, and has driven in every state and country visited.
https://theweeklydriver.com